Train signaling and controlling system.



J P. WEBB. JR.

TRAIN SIGNALING AND CONTROLLING SYSTEM.

APPLICATION FILED MAYe, 1911.

mm m Patented Feb. 11,1913.

5 SHEETWSHEBT l.

l/VI/ENTOR J. P. WEBB, JR. TRAIN SIGNALING AND CONTROLLING SYSTEM.

APPLIOATION FILED MAY 6, 1911.

Patented Feb.11 ,1 91 3.

5 SHEETS SHEET m m \I m m 6 Y \A WY, 8 v n 2N I \N A $7 J J I AN F I 4 4 MIA. w A H {ILIIII I Z .3 mm. N h mm mm 4 .I ll mm I fix 9% N w NN mid 9w I 6464/4/44 m I A Q r f k W J. P. WEBB JR. TRAIN SIGNALING AND CONTROLLING SYSTEM.

' APPLIOATION FILED MAY 6, 1911. 1,052,632. Patented Feb. 11, 1913.

I 5 SHEETSSHEI".T a

' WITNESSES.-

' ATTOR/V'EYS J. F. WEBB, IR. TRAIN SIGNALING AND CONTROLLING SYSTEM.

APPLIUATION FILED MAY 6, 1911.

1,05%,632, Y Patented Feb. 11,1913.

5 SHEETS-SHEET 4.

, A TTOR/VEVS.

J. 'P. WEBB, JR; TRAIN SIGNALING AND CONTROLLING SY STBM.

Patented Feb. 11,1913.-

u APPLICATION FILED MAY 6, 1911. LQ5QQ63QD.

5 SHEETS-$113111 5.

W/TA/ESSES:

- ATTORNEYS To all whom may fioncern urrah s rarns Parana curios.

- JEAN FQWEBB, 3a., or new YORK, 1v. .Y.,'AssIe1\ToR 'ro ELECTRIC sIenAGRArH & SEMAPHORE '00., INCORPORATED, or NEW YORK, n. Y.

TB AIN SIGNALING AND CONTROLLING- SYSTEM.-

Be it known that I, JEAN F. WEBB, J'r., residing at New York, in the county of New York and State of New York, have invented cert-ain new and useful Improve ments in Train Signaling and- Controlling Systems, of which the following isa specification.

This invention train signaling and Controlling systems known as the mechanical trip type in which a track stop is engaged by anarm on the train to actuate an air valve, thereby causing the application of the brakes. While a number of systems of this general type have heretofore been proposed, they have nearly all failed of adoption owing to practical difiiculties encountered in their introduction to service conditions. Experience has taught that in any signaling or traincontrol system, whlch 1s dependent upon electrical or mechanical contact between ap-- paratus located along the roadway and ap paratus fixed upon the moving vehicle, the

contact Inustta-ke place within the narrow.

zone lying outside of that imaginary line, beyond which other portions of moving equipment are-not permitted to project, and

' within that imaginary line, inside of which other fixed-structures along the roadbed are not permitted to project. On railroads passing only through open country, or through the more newly settled portions of the. country, the encroachment of structures other than those erected for railroad purposes is.

I the earlier set-tled'parts of the land. Fur- I theremore, the older'road-s were built at a time when cars and engines were much smaller than at the present day, and extensive and costly works, such as bridges and tunnels, werebuilt to clearances that have, on account of the high cost of altering them,

limited to a great extent an increase in size of the engines and cars. 9n the other hand, the demands of trafiic have constantly called is 'for larger cars and larger locomotives to haul them, and for. this reason on many roads, particularly in. the East, the available space between the equipment clearance line and the'structure clearance line is so Specification of Letters Patent.

- Application filed May 6, 1911. Serial No. 625,522.

relates to that type of;

by the trainmen.

Patented Feb. 11, 1913.

small as to render the problem of designing contact devices to operate properly within permissible limits, exceedingly, diflicult. The introduction of electric traction, involving the use of working electrical conductors. such as the third rail, has to some extent complicated the situation by rendering 'a portion of this neutral zone unavailable for many forms of contacting devices intended to be used for signal or train-control purposes.

The features and tendencies above noted argue in favor of devices which contact in the. upper, rather than inthe lower, portions of the-clearance diagram; but while the use of such devices wouldpresent little difiiculty 'ona railroad handling passenger traffic only, American practice in freightcar construction introduces important complicationsinto. the problem. Even'with the I extensive use of continuous-power brakes upon freight trains the presence of trainmen ontop of freight. cars is frequently necessary. Modern passenger trains are everywhere provided with means of com-v munication from any car in the train to -the engine, formerly by the bell or whistle Icord, now almost universally by means of the air signal. Whether because of expense or. through doubts of its practicability, freight trains in general are not so equipped,

and the only communication between the front rear ends of freight trains in generalfuse in this country is by hand signals transmitted by trainmen riding on top of the cars. Furthermore, the varying characterof the loads carried on flat-cars or --in -gondola cars makes it desirable that the condition of sucli l oa ds be frequently noted hand brakes, particularly .in switching operations, the presence of'trainmen on top of freight cars is necessary, and therefore,

the device must not interfere with the freeuse bythe trainmen on the top of the car. It is, therefore, the principal object of my invention to provide a system in which 'the parts are so designed as to fulfil all of the above quoted requirements, and a system in which the stops may be used at various positions on the clearance "d1agram,' preferablyhowe'ver, in the upper or intermediate positions.

YA further-objectof this invention is provide a track stop of the semi-flexible, or

semi-rigid type'in which the contact arm,

will when set,'have sufiicient inertia to move the tram carrled arm to its operative. posi- 'tion, but will not oppose a resistless barrier to a more .orless rigid obstruction on the train that may, perchance, be brought 1nto contact with the track stop arm.

- The invention, furthermore, has for its object to' provide a device in WhlCh a service stop' nay be given to the train, rather thanan emergency stop,although the de-- .vice'may be used. equally. as well to give an emergency stop, byv simply modifying the nism.

mechanical design of the "air-valve mecha- In addition to the foregoing objects, the invention has for its'object to provide a device of such construction as to include the following characteristics, namely ,1. The'apparatus is soconstructed that, the removal orgfailure of-any essential part will cause the display of the stop signal and th application of the train brakes),

the propelling power.

' .2. Any break, cross or ground, or failui'e of the source ofgene'rgy in any of the electrical circuits employed, will cause the display'ofthe stop signaliand the application of-the brakes. l k The track apparatus may be used upon theopen roadway,'on bridges, or elevated structures, in tunnels or subways, and

where either steam or -electricityis used as '45. .The apparatus conforms to recognized standards of clearance .for rolling equipments and structures so that those portions of the apparatus placed upon'the roadway will not be subjected to damage by rolling stock or engines, nor those portions placed upon the vehicle be damaged by any structures permitted to exist upon the roadway, and-at the same time all vehicle parts and roadway parts which may have to come into operative relation, have been so designed ,sured under all conditions of speed, weather,

th'at proper operative relation will beaswear of track or vehicles, oscillation, and

, shock.

' eration of trains.

v electrically or mechanically actuated.

5. Thesystem will, operate under all weather conditions which permit the op- 6.. The system is capable of control by the ordinary means used for indicating the condition otthe block aboutto be entered, suchas electric track circuit or semaphores,

' -7; The'engine apparatus is'so constructed. as to prevent release of brakes after an applicationv has beenmade until the train has been brought to a stop, or the obstruction-or "other conditions which caused the applica j tion .have been removed.-=

operatingqconditiqnsjrequire it, speed control may be used that is, provision is made for a train to, pass an automatic stop in tripping position without the application of the brakes, provided the speed is less than a predetermined number of miles per hour. 9. The system is so, designed thatwhen no cause for stopping a tram exists a definite and tion will positive clear or proceed indicae given at everypoint where *a' 8. The system is so designed that should stop indication-will be' given 'o-rthe brakes applied when adverse or dangerous condi tions exist.

10. The system provides, when desired,

for a continuous display of indications; 1

The invention furthermore, provides a system and apparatus embodying: ,those novel details of construction, combination and arrangement ofparts, all of which,'wi11 be first fully described and then be specifically pointed out inthe appended claims, '7

reference being had 'to the accompanying drawings in which I F'gure 1 is a vertical longitudinal section on the line 1-1 of-v Fig. 2, the. track stop arm being in its safety position and the con-- tinuous signal device being omitted. Fig.

2, is a horizontal section on the line, 2-2

the motor shaft. Fig. 5 is a detailenlargd cross section-on the line 55- of Fig. 1.

Fig. 6, is a diagrammatic View of serrra phore controlled circuits for effecting the; operation and the control of the track stop j mechanism. Fig. 7, is a similar view, shows. mg a-modlfiednrrangement of track stop;

control circuits. Fig. 8, is a diagrammatic elevation I showing how the train-carried mechanism'may be modified to be operated by track stops in three positions, the view also indicating one .form of continuous signal on the track stop. Fig. 9, is a detail perspective view hereinafter referred to. Fig. 10 is an end elevation of a part of the slot device looking'from the left in Fig. .1. Fig. 11 is a section on theline' 11-11 of Fig.- 10 looking in the directionof the arrow, "and Fig. 12 is a detail horizontal section on the line l212 of Fig.10.

Referring now to the accompanying drawings and particularly to Figs. 1 to 5 inelusive, the track stop device it will he-seen,

consists of a casing. 1, in bearing apertures, of which. a plurality of shafts 2, 3 and 4 are transversely mounted. The shaft 2- is the main operating shaft, and it carries a screw gear 5 preferably of a pitch of 45, that meshes with a screw gear 15 on the vertical shaft 14 which carriesthe stop arm 19, hereinafter referred to. 6'i's acommutator mem-- ber secured to turn with the shaft 2 and having an'annular segment 8 electrically in sulat'ed" at.7 from the shaft carried portion 6 of the same, 9 and 10 are contact fingers,

' one set'of' which, 9, is in continuous cont-act withthe annular-member 8, while the other set, 10, does not come into contact with the same until the shaft 2 has begun to turn.

Each set of contact fingers 9 and 10 is mounted on a block 11 which is secured by screws 12 to-the frame ljof the casing, the

screws and blocks being insulated at 13.

i The shaft"14 at -its lower end is mounted in a step anti-friction bearing 16 and passes through a water'shed,bearing .17 in the top .of the casing 1. 18 designates a cap that is fit-ted over the upper end of the shaft 14 to which it is secured by the projecting ends of the contact arm-19 that project through the cap 18 and shaft 14 and are secured by cross pins as best indicated in Fig. 1, the cap 18 having a petticoat to fit over the bearing 17 and form a water shed. Mounted loosely on the shaft 2 is a master gear 20 which has a pair of pins 21 to' engage the pin 22 on the link 23 that is pivotally' mpunted at 24, on the auxiliary Weight 25 that is -in turn pivoted at 26 on a stud projecting from the main weight 27. The main weight 27 .is'

slotted at 28 to permit the pin 22 to project through the same. The welght 27 is pinned at 29. to turn with the shaft 2 and it has an arm 30, whose proj'ecting end 31 carries the electro-magn'ets 32 which serve to draw the cores 34 on the 'cross bar'33 of the arm 35 that projects from the auxiliary weight 25, and hold the arms'30 and 35 parallel to one another. 36 is a'pinion mounted on and to turn with the: shaft 3 and mesh with the master. gear 20, while 37 designates an inter mediate gear keyed to the shaft 3 to mesh with a pinion 38 on the shaft 4, the shaft 4.. having a worm gear 39 secured thereto-to mesh with the worm .40 on the worm shaft,- 41. 'The worm shaft 41 is mounted in hearing members 47 of the support 48 that is securedto the bottom of the casing 1. In

order toreduce friction, the shaft 41 is pro vided with bearing cones 45 and the bearing members 47 are provided with anti-friction balls 46 against which the cones 45 engage,.

as best showmin Fig. 4 of the drawings. The pitch of the worm 40 is of such a high angle that it cannot be operated by the gear 39,- and the worm 40 will thus hold the train of gears immovable while the worm is at Fig. 6,. the preferred. method of operating the track stops from a semaphore switch will be seen. In this figure'the semaphore, switch is indicated by 53 and includes the shaft 68, on which the semaphore blade 69 may be mounted. Mounted'bn the shaft 68 are commutator segments 54, 55, 56 and 57 with eachone ofwhich a pair of separate brushes or contact fingers 58 engage. One set of fingers orbrushes 58 (the lower set in Fig. 6) continuously c'ontactith'e' commutator segments, while the other set are :designed to be disconnected from the segments when the semaphore blade is in the danger position. 59 designates'apair of wires connected to one ofthe brushes 58 of each of the comm'utatorsegments 54 and 55, and the wires 59 lead to a motor operating battery 60.

The other brushes 58 that engage thev comi mutator segments 54 and 55 connect, oneby a wire 61, to the continuously connecting brush or finger 9-of the track stop commutator, while the other, 62, connects to one of the brushes 63 of the motor 42 whose. other brush 63, connects by a wire 64 with the contact finger or-brush 10 of the track stop commutator 8. One each of the brushes 58 of the commutator segments 56 and 57 respectively connect through 'wires 65 with the lock and release battery 66, while the other brushes 58 of the other commutator seg-.

ments 56 and 57, connect through Wires 67 to the lock and release magnets 32 of the train stop device. 11c By referring now particularly to Fig. 7, the preferred method of operating the track stop from a block system will be seen. In

this figure the tracks 88 are divided into insulated blocks as at 89, and each block, at 11 one end, is provided with a battery 90 that bridges the rails, while at the other end the magnet 91 of a relay is bridged across the rails. The relay armature includes three contact segments, 7 5, 7 6 and 82,. one, 82, ofjzt which may be connected by a wire 85 to. a

semaphore operating battery 86,- that is in' turn connected to the semaphore mgghanism 87. The relay is also provided with three fixed contacts 73, 77 "and 83, the latter one ofv which is connected by a wire 84 with the semaphore mechanism 87. The lock and release magnets 32 are connected'through a wire-78 to the contact 77 and they are also connected through-a wire 7 9 to a battery 80 13cwhich is, in turn connected by wires 8110' the armature contact member 76. The rej storing motor 42 of theftrain stop device. i has one brush -6'3connected by a wire 64 to the normally; disconnected contactfinger '10 of tho-comnnitator 8. The, other contact finger is connected by a wire? 72 with the fixed 'relay.contact? The other motor brush 63- .is' connected by awi'r'e 7O tota battery 71 which-isin turn eonnected bya-wire 74 with. vthe armature 'seginent 75,

- When'it is desired to give a contlnuous' display .1 of 'signals along the track where the track stops are 1ocated,-a signal lantern 153 may be mounted on the cap18 to turn with the same and to'disclosea red light f'l54'when the arm l9 -isain the stop, position and to disclose a-white light 155 when the same is in the-safety on clear position. In-

' operation, and 11 have'simply indicated it to shov v the adaptability of my apparatus "stead of using the lantern 153 (or' in-con junction therewith if desired colored-signal disks ot shown)- ,of the we 1 known-types may be employed.

upper clearance space, it .isfmounted on a 170 (the lowerclearance'spaceisnot occupied-by. my. apparatus in this case.)

' hile I'have shown in-Fig. 8 a modification by which in addition to the second or intermediate space (at the bottom of 8.) ;andth'e' upp'er clearance "space '(at I. toplof Fig. '8') a third location for the stop is -provided,-;-yet infpracticethis third 1 0c a tionp(beinglth middle one in Fig-18) willrarely ifever be'used'on roads at .present in.

to use in any location that may be found advantageous;in practice;,1 a

i [In Figi-BJI have'indicated the relative-p o rsitions ln-i-which' my system may; beyemi 'ployed, with relation to the clearance diagram and in that".figure,y92.gdesignates the casing for holdingthe shoe, 94 projected across the right"v of way, and- 149 designates I the "casing in. which the airfvalve mechanism is located,"w'hile iii-indicates theshaft on which the shoe 94 is mounted, {The shoe this appIi atiOmI' make n'o clanntothe conv struct1on of -the train-carried mechanismpey- -se, as thaty forms the-subject matter of 9 my divisional application, filed on July 8,

94 includes a wear-plate 95 as indicated. While I have referred to the'train-carried apparatus in. a general way and in, a general way indicated its. desirable properties, in

1911, Serial #637432.

Operationv of the track stop.B y referringpartioularly to Figs. 1 to 6 inclusive, it

13's to been in the will beseen that when the semaphore blade magnetcircuitsfwill-be broken by the'compermitting the magnets 32 'to become .de-'

33- and permittingtheauxiliary weight 25 to that shown'in Fig.3 This movement causes the link "23 to draw the pin 22 out main weight 27 to drop, thereby turning the oausesthegshaft' l4 to'turn in'the direction catedlinfheayy dottedlines in. Fig: and thereby projectv the arm. 19 .in :a direction across the rlght of way (it beingunderstood The arm 19 is now in a position to be engaged by the shoe 94 ofthe train carried mechanism. Should the arm 19 be engaged by some relatively rigid obfarther movedlin the direction of the arrow 1 in Figf2toward theieft ofsuch ,figure', and

thereby cause the weight '27 remove up in rigid obstruguqn'b the train, and as soon as the obstruction c.-,has passed, the weight 27. wlllareassumje theheavy dotted position in IIig to agaifri -holdthe arm19 in a d1- rect on 'a s. the, ri htfof way and ina position to engage; by the shoe 94 on the train carrled apparatus! Thus danger of m ur ngthe -tra ck stop. to render it inopsition, when' -the lock and release magnet mutator segments 54,955, 56 and 57,1 thus of the dotted arrow in gF ig. 2 and move the arm 1915mm the position shown in full lines in Figs. 1 and 3J't0'th'e position indistruotion onthe train the 'arm 'l9iwill .be

69 dropsto its danger position, the electric motor operating circults and the release 7 energized, thereby releasing the armature to drop from the positionshown in Fig. l i. 7'5

of'contact'with the pin 21 and permits the shaft 2 'counter-clook-wisein Fig. -1, which .that'the casing. 1 is moun'tedpa'rallel to the right ofway).

a. counter-clockwise direction from the heavydotted' line position in 3. f .Thus it will be seen'the 1 arm 19 will 'y'ielduto a eratiyeyby'isomei, relatively rigid obstruction .of. the't'ram is avoided; After the arm 19 1 has been set transverselyinto its-danger :pQ

circuit has again been closed and the motor circuit 42 h'asl'a'gain been closed at theex- 'ternal switch 53, then-the motor 42 'willbe set into operation 7 (the'circuit being closed between 8 and 10 when theparts are in the ing the motor 42 to turn the master gear 20,- through the intermediate gear prior to the time "the parts reach the posi- 'cuit) will be broken between the commutator's egment 8.and the contactfinge'r '10'to heavy vdottedposition. of Fig. 3) thus causconnections [in the jclock-wi'se direction [indicated by; thefarrowlin Fig. 1 untila pin 21 engagesthe pin 22 (see-heavy dotted elines in Fig; 3), 'where1.1ponfthe weight 27 ,will "be again il'o'ckede to the master, gear and will turn jjthej-same untiLthe position shown' rin;F-ig. --1 is reached..' Just tion in Fig.'-1', the'motor operating circuit (but not the lookan'd release magnet cir-' disconnect the motor -42 from the circuit,

f ever, the same.

- the momentum of the motor and parts being sufiicient to complete thecmovement of the parts untilthey assume the position shown in 1 of the drawings.

In Fig. 7 the operation will'be apparent by mere inspection of the drawing. In this figure the motor operating circuit, and the lock andv release. magnet circuit, are controlled bythe relay switch, the operation of the mechanism shownin F ig. 1, being how- If it is desired tliatthe systemshould stop the train absolutely, the relative power of tion passes, when the track stop weight will.

the'spring of the train-carried shoe and inertia of the track'stop weight, will be so designed, that the arm 19 will not give until the shoe 94 has been turned, regardless of the speed of the train.

' Should a rigid obstruction be encountered by the arm 19 such as a looseswinging car door, or some unauthorized projecting obstruction. on the train, the arm 1-9 will sin plyturn {toward the position opposite the full line position in Fig. 1, until the obstruc restore the arm 19 to its danger position as before.

From the foregoing, it will be perceived that I have provided a very effectiveconstruction of apparatus in which the parts,

are strongly constructed and so designed as to require the min mum mamtenance attent1on and expense.

Should any part of the track or semaphore circuits'tliat control the operation of the track stop becomein'terrupted or short circuited, the track stop weight will be instantly releasedto. move the arm 19 to its danger position. It will also be noted that the track stop and train shoe may be located in the lower section of the clearance diagram or in any other desired place.

From the foregoing description takenin connection with the accompanying drawings, it is thought the complete construction,

operation and advantages of the invention will be clearly apparent to those skilled in the art.

What I claim is 1. In a track stop, a support, a shaft jour naled vertically in bearings in said support, an arm mounted on said shaft, and normally held parallel to the right of way, a second shaft journaled in hearings in said support and lying transversely with relation to said firstmentioned shaft, gear connect-ions between the two shafts, said gear connections being such that when either shaft'is turned it will also turn the other shaft, gravity actuated means 'acting'on said second shaftto turn said shafts to project said arm in a direction across the right of way, a holding means including a I slot for holding said second shaft and its turning means in a tion across the right of way.

primary'position, and means for releasing said holding means to'p'ermit said turning means to act, and means for restoringthe aforesaid parts .to their primary positions.

2. In atrack stop, a vertically disposed freely oscillatable shaft, a horizontally disposed stop arm mounted on said shaft to turn with it and normally held parallel to the right of way, an oscillatable weight for turning said shaft to project'said arm in a direction across said right of way, said arm and shaft being free to oscillate subject to the inertia of said weight, means for normally holding said-weight from oscillation,

and means for releasing said'hol'ding means to permit said weight-to oscillate, together with .means for controlling said .releasing means.

3. In a tfack stop, a shaft, a stop arm carried by said shaft and normally held parallel to the right, of way, a main driven shaft, gear connections between'said driven shaft and said arm carrying shaft, a master gear loose on said driven shaft, motor actuated means for turning said master gear at times.

and including means for holding said master gear. from turning at other times, a weight mounted on said driven shaft, means for connecting said weight and master gear to hold said weight in a normal position, said means including a lock and release mag net and a normally closed electric circuitcont-aining said magnet, and means fortion across said right of way, said shaft' when said arm is pro ected across said right of way being yieldable to turn in either direction subject to the inertia of the weight, means normally locking said weight from operation to hold said arm parallel to the right of way, and other means for restoring said weight to its iiiitial position after it has operated to move said arm carrying shaft with its arm projected in a direction across the right of way.

5. In a track stop, an arm carrying shaft, a driven shaft operatively connected with said arm carrying shaft,'a weight on said driven shaft, a slot device for holding said weight in a position ready to act and retaining said arm carrying shaft with its arm parallel to the right of way, said slot device including a lock and release magnet, a commutator on said weight carrying shaft, a contact finger cooperating with said comis v 4 saidzswitchto simultaneously open sa1d lock mutator andnormally out of contact therewith, means for restoring said weight to its normal'position after it has operated, said restoring means including a set of drive gearing, and a motor for. drivingthesame,

anelectric motor operating circuit includ- 4 ing said motor, said commutatorand said" contact finger-therefor, a source of electric energy n SaId'mQQOT'CIIQUIt, a switch havln'g segments. in said motor c1rcu1tto make if and break. the same, alock and release magnet circult ncluding a source of electric energy and saidlock and release magnet, said switch having segments-for said, lock and. release magnet circuit, means for operating and release magnet circuitand said motor operating circuit atsaidswitc ,to permit 'said weight to' turn said weig t carrying shaft and thereby turn said arm carrying shaft to project said arm in" a direction across the'right of way and simultaneously cause said -motor operating circuit to be closed by said shaft carried commutator so that when said switch is again moved to its closed position said motor operating circuit and said lock and release magnetcircuit will both be closed .to cause said motor mechanism to restore-said weight to its initialposit-ion and simultaneously restore said arm into a position parallel to the right of way and also cause saidshaft carried commutator to thereupon break said motor operating circuit. I

6. A- track st'opcomprising a casing, a

shaft vertically mounted in said casing, a

stop, arm carried-by-said shaft, a driven shaft mounted in said casing, gear connections between said shafts, a' main Weight secured to said driven shaft to turn the same, an arm carried by sa1d main we1ght,

an auxiliary weightpivoted to said main weight, anyarm'pro ectmg from sa1d auxiliary weight, an armature carried by said last named'arm and an electro-magnet carried by said first mentioned weight arm,

- means for energizing said magnet to hold said weight arms in parallel relation, said 1 main weight having a slot,' a link having a ing said master gear from turning when said motor is inoperative.

7. A track stop comprising a casing, a shaft vertically mounted in said casing, an arm carried by said shaft, a driven shaftmounted in said casing, gear connections between said shafts, a mainweight secured to sa1d driven shaft to turn the same, an arm carried by said main weight, an auxiliary weight pivoted tosaid-rnain weight, an arm pro ecting from'said auxiliary weight, an armature carried by said last namedarm and an electro-magnet carried by said first mentioned weight arm, means for energizing said magnet to hold said weight .arms in parallel relation, said main weight having a slot, alink havinga pin projecting through saidslot and being pivotally mounted o-n said auxiliary weight, a'master gear loose on said driven shaft, said master gear I "having pins to engage said. link pin-when said weight. arms are inparallel relation,

motor actuated drive" gearing for' turning said master gear and for holding said master gear fro-m turningwhen said motor is inoperative, a commutator on said driven shaft, a contact makernormally out of contact with said commutator, and an electric,

motor operating circuit including -said motor, said commutator andsaid contact finger and a source of electric energy, together v with aswitch device for making and breaking said motor operating circuit independ ent of saidcommutator. 2

8. In a track' stop, a support, an arm carrying shaft mounted vertically to vturn in said'support, a horizontal shaft mounted in saidusupport, gear connections betweensaid shafts, said gear connections being such that either shaft when turned will turn the other, a weight operatively connected with said horizontal shaft and tending to turn the same to a predetermined position, means normally holding said weight in a position ready to act and other .means for restoring said weight to its ready to act position after it has been released and thereby restore said horizontal shaft ands aid arm carrying shaft to their original positions. 9. {A track stop including-a support, a

horizontally oscillatable stop arm,'a carrying'shaft for said arm mounted in said support with said arm held in a primary position out of the clearance space of a right ofway, a weight for turning said shaft to project said arm out of said primary position and into the clearance space, said shaft 1 ing shaft for said arm mounted in said support with said arm held in a primary position out of the clearance space ,of a right of way, 'a weight for turning said shaft to project said arm out of said primary position and intothe clearance space, said shaft when said arm is projected out of its primary position being yieldable to turn subwhen said arm is projected out of its pri-' ject to the inertia of said weight, means normally holding said weight in its primary sition out ofthe clearance space of a'right of way, a weight for turningsaid shaft to project said arm out of said primary posi-- .tion and into the clearance space,"s'aid shaft when said arm is projected out of its primary position'being yieldable to turn subject to the inertia of said weight, means normally holding'said weight in its primary position, said holdingmeans including a slot device, and means for releasing said holding means to permit said weightto act, motor "eperated devices for restoring the aforesaid parts to theirv primary positions, and controlling devices for said'motor operated devices.

12. A track stop includingaa support,.a horizontally oscillatable stop arm, a carrying shaft forsaid arm mounted in said support to hold said arm in a primary position out'ofthe clearance space of a right of way,

a weight for turning said shaft to project said arm out of said primary position into the clearance space, said shaft when said arm is projected out of its primary posi 'tion, being yieldable to turn: subject tothe inertia of said weight, means normally holding said weight in a primary position, said holding means including a slot device and a holding magnet, and means for energiz-J ing said magnet.

13. A track stop including a support, a horizontally oscillatable stop arm, a carrying shaft for said arm mounted in said support to hold said arm in a primary position out of the clearance space of a right of way, H a weight for turning said shaft .to project said arm out of said primary. position into the clearance space, said shaftvwhen said arm is projected out of its'primary position, being yieldable to turn subject to the inertia of said weight, means normally holding said weight in a primary position, said holding means including a slot device and a holding magnet, and means for energizing said magnet, andmeans for interrupting the energizing of said magnet to. release said holding means and permit said weight to act. 1

14. A track stop including a support, a shaft mounted in said sup'port,.a train stop arm cooperating with said shaft and adapted to be projected into the-clearance space of aright of Way, a weight for turning said shaft to move said stop arm from a position out of the clearance space of a right of way to a position where said arm will pro'ect into the clearance space, said shaft when in said latter position being yieldable to turn subject to the inertia of said weight, a motor operated restoring mechanism for restoring said weight to its primary position, said motor operated mechanism including a slot device connection with said weight, and. means for controlling the operation of saidslot device connection.

15. In a-device of the class described, a support, a vertically held shaft rotatably mounted in said support, an arm carried by said shaft a ivoted wei ht and )ower transmitting connections between said weight and said shaft in virtue of'which said weight will. continuously tend'to maintain saidqshaft in a particular position, means for holding saidoweight in a position With'its center of gravity to one side of its pivot, means for. releasing said holding means to permit said weight to move and turn said shaft, and other means cooperative with the aforesaid parts for returning said weight to its former-position.

16. In a device of the class, described a support, a vertically held shaft rotatably mounted in said support, an arm carried by said shaft, :1 pivoted weight, power trans initting connections between said weight and said shaft in virtue of which said weight will continuously tend to turn said shaft, said shaft being free to oscillate subject to the inertia of said weight, means for holding said Weight in a position with its center of gravity to one side of its pivot, meansfor releasing said holding means to permit said weight to move and turn said shaft, said weight beingadapted to oscillate and thereby move .itscenter, of gravity from one side to theother of its pivot and vice versa, and other means cooperative with the aforesaid parts for returning said weight to its initial position.

17. A track stop including a support, a horizontally oscillatable stop arm, a carry ing shaft for said arm mountedin said sup-,

port with said arm held in a primary posi-- tion, a weight for turning said shaft to project said arm out of said primary position and into a secondary, position, said shaft when said arm is projected out of its primary position being'yieldable-to turn subj ect to the inertia of said weight, means normally holding said weight in its primary position, said holding means including a slot device, and means for releasing said holding means to permit said weight to act.

18. t track stop including a support, a horizontally oscillatablc stop arm, a carrying shaft for said arm mounted in said support with said arm held in a primary post tion, a weight for turning said shaft to project said arm out of said primary pdsition holding means to permit said Weight to act,

and into a secondaryQposition, said shaft and means for restoring the aforesaid-parts 10 when said arm is projected out of its prito their primary positions. mary position bein yieldable to turn sub- V .n-

ject to the inertia of said Weight, means nor- JEAN p i BB mally. holding said Weight in its'primary Witnesses: position, said holding means includlng a' JEAN F. WEBB, S12,

slot device, and means for releasing said R. W. GUNTHER. i 

